Logging engine



' M'ay 27, 1930.

s. B. GQRBUTT LOGG ING ENGINE Filed April 6,Y 1927 SSheets-Sheet l ffm/:NEW

May 27, 193014 s. B.-GORBU1;'T '1,760,828

LOGGNG ENGINE Filed April 6, 1927- 5 Sheets-Sheet 2 S. B. GORBUTT LOGGING ENGINE May 27, 1930.

Filed Apri'l 6.41927 5 Sheets-Sheet `3 May 27, 1930.

s. B. GQRBUTT LOGGING ENGINE 5 Sheets-Sheet 4 Filed April 6, 192'/ /N/ENTDR 5 Sheets-Sheet 5 S. B` GORBUTT LOGGING ENGINE May 27, 1930.

Filed April 6,' 1927 wllml Patented May 27, 1930 UNITED STATES PATENT einen SIDNEJY IB. GOB/BUTT, F PORTLAND, OREGON ASSIGNOR' TO WILLAMETTE IRON AND STEEL WORKS, OF PORTLAND, OREGON LOGGING ENGINE Application led April 6,

This invention relates generally to a. machine for handling wire rope, and especially to an engine such as is used in the logging industry for the purpose of transporting logs by means of cableways.

The first object of this invention is lto construct'a logging engine of the'yarder type having an extremely low center of gravity and av correspondingly reduced weight.

driven countershaft whose axis is below the top of the main frame.

The third object is toprovide a two-speed transmission shaft which can easily be relA5 placed by a spacer shaft so as to obtain a single speed and vary the ratio between'certain shafts by the use of gears placed outside of the main frame, thereby making the entire machine moreY flexible in regard to changes in speed ratios obtainable between the various shafts.

The fourth object is to eliminate the need for self-aligning bearings for'the roller bear-Y ings of the countershafts by the employment of flexible couplings between the roller bearings themselves, thereby rendering the entire machine more independent of frame distortion than is ordinarily the case. f

The fifth object is to provide a special mounting for the roller bearings whereby they can be assembled into units and installed iu an engine frame in a relatively short space of time, or can be removed therefrom without disturbing the remainder of the machine.

The sixth object is to pass one of the shafts through the I beam frame and to utilize the mounting for support for the bearing as a stihener for this portion of the frame.

The seventh obj ect is to support the transmission and left side bearing on cross members, thereby greatly reducing the bad effects odina'rily arising from frame distortion and tc still further reduce such bad effects by the introduction offlexible couplings on each side of the transmission.

' The eighth object is to provide a second intermediate shaft with a gear which meshes with the trip drum shaft gear when it is desired to eliminate the transmission in order The second object is to employ a chain 1927. serial No. 181,382.

to secure ratios not obtainable through the transmission itself.

The ninth object is to provide a special form of frame construction including a transverse support for the brake anchors to permit the brakes to be anchored in any position.

The tenth object is to swing the gear shift levers on the right side of the frame in trans verse relation thereto and to hold same by means of a notched quadrant.

The eleventh object is to position the engine clutch control levers conveniently near the gear shift lever. I

rl'he twelfth object is to so arrange the various parts that the right direction of rotation is secured 'forthe drums, and at the same time providing the greatest degree 0f flexibility in the way of changes of speed ratios between the drums themselves and withvrelation'to the engine.

These, and other objects, will become more apparent from the specification following as illustrated in the accompanying drawings, in which: j

Figure l is a side elevation of the logging engine taken from the operators side. Figure 2 is a 4fragmentary section taken along the line 2 2 in Figure 1.' Figure l3 is a fragmentary section taken along the line 3 3 in Figure 4l. Figure l is a plan of the entire machine with the drums land portions of the gear broken away in section. Figure 5 is a section taken along the line 5 5 in Figure 4. Figure 6 is a section taken along the line 6 6 in Figure 5. Figure is a section taken 'along the line 7 7- in Figure 5. Figure 8 is a section taken along the line 8 8 in Fig- 'ure 5. Figure 9 is aperspective view of the frame showing the stiening member on the side frame where the countershaft passes through samel and the cross member supports for the transmission case and brake'anchor's. Figure l0 is a perspective view-of ene of the bearings and shaft units witha portion of the housing out away in section showing the unit at the chain end of the shaft. Figure ll is a perspective View of the bearing and shaft unit at the pinion end of the flrstintermediate shaft with a portion of the housing broken away in section. Figure 12 is a ico perspective view of the cap which supports the housing. Figure 13 shows the alternative form in which the transmission is replaced by a spacer shaft'and the trip drum shaft is driven by a. pair of outboard gears.

Similar nuinhersof `reference refer to similar parts throughout .the several views.

Referring in detail to the drawings, for the purpose of simplifying the explanation the machine will be divided into units as follows: v

Frame The fralne of this logging engine includes a pair of side members 20 and 21,'preferably in the form of 'I beams, which are held in spaced relation by the end cross ties 22 and 23 and the intermediate -tie '24, all of which are united to their 'associa-ted members by the riveted clips 25. Plates 26 are secured on the ends of the ties 22 and 24 to receive the engine which furnishes the motive power. A smaller and lower pair of cross ties 27 and 28 vbetween the frames 20 and 2l is used to support the transmission. Outside of the member 21 is riveted a `base 29 o-f a `bearing support which is provided with the opening 30 which extends through the frame 21. The base 29 reinforces theframe 21 at the point where `it is weakened -by the formation yof the opening 30. Projecting outwardly from `the base 29 is a support 3l for a bearing housing, said support having a horizontal web 32 extending therefrom.v The web 32 is provided with a notch 33 which provides .clearance for one of vthe operating levers.

Between the members 24 vand 27 and rosting onthe latter 'is a longitudinal tie .34 whose upper edge is flush with the top of the .frames 20 and21. Across the members 20, 34and 2l are secured the spaced angles .35 which'serve as supports for the brake anchors. Bolted to the under side of the support I3.1 is a cap 36.

Transmission Across the mem-bers 27 'and 28 and close to the fra-me 20 is bolted a bearing support 37. Across the mid portion of the ties 27 and 28 is secured a transmission 38 such as .are on common sale in the market. Briefly, this transmission furnishes either a direct -drive through its shaft or a one speed reduction in which a drive shaft 39 has secured thereto a clutch jaw 40. The driven shaft 41 has one rotatably `mounted thereon Va clutch Vj aw 42 between which and the clutch aw 40 is slidably mounted the'j'aw 43 whichis provided with a key 43-A.

Secured to the sha-ft 39 adjacent to the jaw 40 is a gear 44 which meshes with 'the gear A 45 on the countershaft 46 whose smaller gear 42. The sliding 43 is grooved to receive the forked lever 48-A which is operated by the rod 49 connected to the lever 50 which can be held in either gear position or in a neutral position by the notched quadrant 51 and pawl n givi-nga proportionatereduction in speed.`4

With the'lever in fthe mid position the shaft 39 does not drive the shaft 41 Bearing 'Lmz'ts Within the support 37 is mounted the inner bearing unit which consists of a cylindrical housing 53 having *the internal shoulders 54 against whichare placed the roller bearings 55 which are held in place by the retainers 56 and 57, the former -of which has an yopening for the shaft 58 to which 'is secured -t-he pinion 59 and one end foffthe universal couplin-g 60; the other endof whichsis keyed to the shaft 41. LBabbitt 61 is used kto hold. the housing in positionfwithin the support and the dowel 62 prevents rotation of the housing 53. The support 37 is provided with the cap 63 which is secured by the bolts 64.

The outer bearing unit is similar. to the inner unit, except that it is heldin the supports 3land 31-A by the caps 36 and 36-A. ItsV housing 65 has one end'66 reduced to allow it to Lentend well into the sprocketl 67 which Lend of the housing 65. In-this instance only one retainer 71 is required, but the sha-ft projects from both ends of the unit. The end 72 of the shaft 68 is keyed to oneend of the universal coupling 73 whose opposite end is keyed to the shaft 39.

Second intermediate shaft Journaling in the bearings 74 above the first intermediate shaft just described, which includes the roller bearing units, is a second intermediate shaft 75 on which is keyed the intermediate gear 76 which meshes with the pinion 59. Alongside ofthe gear 76 is the high speed pinion 77. At the 'other end of the shaft 75`is the low speed pinion 78.

Motive poweraml drums -On the cross ties 22 and 24 is mounted an internal combustion engine 79 and its sprocket 80 ythrough the chain 81 drives the sprocketl 67 on the first intermediate shaftabove described of which the shaft "68 isv a port-ion. The guard 82 is placed around the sprockets 67 and A80 and the chain 481.v

Between the shaft 75 and thev tie 23 and above the frames '20 and 21 Vismounted t-he ist 1 main drum 83 whose shaft 84 is mountedl in the bearings 85. The drum 83 is rotatably mountedV between the collars 86 and 87. Onefiange of the drum 83 carries the friction 5 flange 88 for thefriction brake band 89. The

groove in the side of the flange 94. The.

gear 92 is urged away from the drum 83 by the spring 95 and is moved toward same by means of the key 96 which, in turn, is moved' by the threaded pin 97 to which rotation is supplied by the crank 98. i

The high gear 99, which meshes with the pinion 77, is provided with friction blocks 100 which can engage a suitable groove in the flange 101 of the drum 83. The gear 99 is urged away from the drum 83 by the spring 102. In thisinstance the handle of the crank 103 is removed and the threaded shaft 104 is rotated by the sprocket 105 from the chain' 106 which is driven by the sprocket 10T on the transverse shaft 108 whose operating end is' provided with a crank 109 located conveniently near the other operating levers.

On the opposite side of the shaft 75 is mounted a trip drum shaft 110 on which is slidably mounted a trip drum 111 and the slidable straw drum 112. Between these drums is secured a drive gear 113 whose fric- 5 tion blocks 11% are urged out offengagement with their respective drums by the springs 115. The gear 113 meshes with the gear 76. The drum 111 is moved into adriven position by the crank 116, and the drum 112 is moved' into a driven position by the crank 117.

rEhese cranks function in exactly the sameV manner as do the cranks 98 and 109, and the description of the details of the connecting parts is therefore omitted. The brake bands 90 of the drums 111 and 112 are anchored on the angle 35 and are actuated by the levers 90-A.

1t will be observed that by this arrangement the engine speed is applied directlyr to the which itself has two speeds, either of which can be lapplied to the second intermediate shaft T5 which, inturn, has a two speed connection. with the main drum. 1nv other 5 words-#for any given engine speed it is possible to secure four different speeds for the drum 83 and, owing to the fact that the drive y gear 113 is directly connected f to the two speed shaft 75, it can be seen .that for any given engine speed either of the drums 111 or 112 may be driven at two different speeds. Should this range of speeds be insufficient to suit a given case then the two speed unit, that is the transmission 38, is removed and a spacer shaft 118 is substituted therefor and the gear irst intermediate shaft, the delivery end of V 1113 is replaced by a plain disk 119 which caries thev friction blocks 114e.

it pair of outboard gears 120and 121 is now used to connect the shafts 75y and 110 and it is evident that it is a very simple matter to in` stall any suitable pair of gears to secure the desired sneed of rotation without dismantling any other portion of the machine.

It can also be seen that by a slight change in the parts the machine may be converted from a type having a relatively large num-v ber of speeds whose extremes are limited, to

a machine having fewer speeds which can be varied from a greater range than is possible in the first described form.

vWhile in some cases of work this would be of little value it is highly important in the logging industry, since there is such a wide range of conditions and tasks which such machines must perform, and it is not sure that they will remain at a given task for any great length'of time. ln fact, nearly every engine. sold is special in one way or another, and it is of great advantage to the manufacturer of such equipment if, by an.l assembling change, he is able to' supply anyone of a largevariety offrequirements.

The low slung transmission shaft is also of Y cxtreme importance sinceit permits the lowering of the center of gravity of the machine which results in a considerable reduction in weight of the entire machine, which is of great importance when it is remembered that these machines are often required to drag themselves aroundl in the woods and up grades which it is difficult for even a man to negotiate.

1' am aware that a great many types of logging engines have been constructed: in the past and it is not my intention to cover suoli devices broadly but only to refer to such devices as fall fairly within'the following claims. I claim Y 1. In a logging engine. the combination of frame;` a motor mounted onthe rearward end of said frame; a twofspeed main drum at the forward end of said frame; aone speed.

drum between said engine andinain'drum; a first intermediate shaft driven by said motor; a change gear mechanism and a two speed second intermediate shaft driven by saidfirst intermediate shaft and driving Vall of said drums in the same direction and adapted to double the number of speeds obtainable from each of said drums.

2. 1n a logging engine, the combination of a frame; a motor on the rearward end of saidA frame; a main drum at the forward end of said frame having two speed gearso'nf the shaft thereof adapted to drive saidv drum at i each of two speedsfor onev given counterbe'sow the top of saidframel and driven by said motor;V a second. intermediate countershaft speed; a first intermediate countershaft ful Vconntershaft; Vand a pair of gears on Yconntershaft having driving and clutch shaft having gears thereon meshing with said drum and means between lsaid first and second countershafts whereby said seconr` shaft may be oriven at one or the other of two speeds for a given speed of said engine in order that said maindrum can be driven at one of four speeds from a given engine speed.

In a logging engine, the combination of a frame; a motor mounted on the rearward end of said frame; a divided first intermediate shaft near the middle of said frame and passing through one side thereofvbelow its upper face; a. sprocket on the outer end of said shaft; a pinion on the inner end of said shaft; a transmission between said sprocket and opinion whereby said pinion may be rotated at one of two speeds or held out of gear with relation to the sprocket; a chain driven from said motor for driving said sprocket; a second intermediate countershaft above said frame driven from the pinion on said first said connections whereby associatedldrnnis Vmay be driven at any of four speeds with relation to the speed of said motor. Y

4. In a logging engine, the combination of a frame; a countershaft passing through one side of said frame below its upper edge; a motor on said frame having a sprocket drive for driving said countershaft, said countershaft consisting of two portions, the inboard portion of which is coaxial with its outboard portion and having a pinion near one end thereof; a two speed transmissionbetween the adjacent endsof the shaft sections; a iiexible coupling between each end of said transmission and the nearest shaft end; and a drum driven from the pinion on said countershaft.

5. In a logging engine, the combination of a pair of spaced horizontal frame members with a pair of spaced transverse ties between said `fran'ies; a two-part countershaft passing through one side of said kframe member having one end thereof supported by the frame through which it passes and the other endy thereof supported by the orossties,'in coinbination with a transmission near the middle of said'shaft iaving flexible couplings at each end thereof forming connections with Y said shaft portions; and apinion onthe'inner end of one part of said counter shaft.y

6. ina logging engine, the combination of a frame having a pair of spaced side members and a pair of end cross ties `for holding said side members in spaced relation and having a pair of spaced cross ties near the middle ofrits length whose upper edges are below the upper edges of said side frame members, one ofsaid side frames havingan opening formed Atherein between said lastY mentioned cross ties a bearing plate surrounding said opening-and forming a reim forcement for said frames, said plate having an outwardly projecting 'bearing support formed thereon having a removable lower half, said support having an outboard bearing babbitted therein, the opposite end ofv said spaced cross ties having a bearing sup.- port mountedthereon having inboard bearings. Y

7.- A logging engine having a longitudinally horizontal frame, and having an engine and operating drums mounted above the top of lsaid frame in combination with a i'ieXibleV countershaft passing through one side of said frame below the top thereof for the purpose of lowering the center of gravity of the unit; and gears adapted to transmit' power from said engine to said countershaft through said frame and to distribute same to said drums. 8. A logging engine having a frame on which lis mounted an engine and a plui-alityof operating drums, a two-part oonntershaft interposed between said engine and drums for the purposey of delivering power and altering the spee'dlratio between said 'drum and engine, said countershaft comprising two coaxial shaft sections one of which passes through one side of said frame and the other is on the inside of the opposite frame member, said shaft sections having atransmission interposed between same adapted to transmit the speed of one shaft to the other shaft or to lvary the relative speeds orto disengage said shaft sectionsentirely, said transmission having provided at eac-h end thereof a flexible couplingby means of which it is attached to its respective shaft portion.

9. A logging engine having a pair of spaced side frames; a countershaftmounted across said side frames; an engine mounted on said side frames having a chain drive to saidy countershaft; drumsv mounted on opposite sides of said countershaft having gears rotatably connecting said countershaft vand drums i inboard bearing on one'of said frames, anV v outboard bearing on the other frame, a shaft in said outboard bearing, a driveV sprocket on the outer end of said shaft, a shaft in said inboardbearing, a pinion on said last f mentioned shaft,the innerends of both shafts having flexible couplings thereon', and means for'connec'ting the flexible couplingsof both y shaftportions.

' "SIDNEY GORBUTT. 

